Attachment for installing magnetos on gas-engines.



W. G. SWIFT. ATTACHMENT FOR INSTALLING MAGNETOS ON GAS ENGINES.APPLiOATION FILED 00T.27, 1913, 1, 1 07,374, Patented Aug. 1 8, 1914.

2 SHEETS-SHEET 1.

WITNESSES ME O I N M ;f O R W 1( W B W. G. SWIFT.

ATTACHMENT FOR INSTALLING MAGNETOS 0N GAS ENGINES.

APPLICATION FILED 0013.27, 1913.

1 ,107,374, Patented Aug. 18, 191 1 SHEETS-SHEET 2.

F" WsTNEssEs INVENTOR WM W A544: fiaeo z UNITED STATES PATENT OFFICE.

WALTER G. SWIFT, OF PROVIDENCE, RHODE ISLAND, ASSIGNOR 0F ONE-HALF TOGEORGE F; IBOHL, or cnansiron; mionn ISLAND.

ATTACHMENT FOR INSTALLING MAGNETOS ON GAS-ENGlNEs.

Specification of Letters Patent.

Patented Aug. 18, 1914.

Application filed October 27,1913. Serial No. 797,482.

To all whom-it may concern Be it known that I, HLTER G. Swrrr, a citizenof the United States, residing at Providence, in the county ofProvidence and State of Rhode Island, have invented certain new anduseful Improvements in Attachments for Installing Magnetos on Gas-Engines, of which the following is a specification.

My invention relates to an improved attachment for internal-combustionmotors or gas-engines for connecting a magneto to be driven therefrom.

The object of my improvement is to provide a simple form of direct drivebetween the motor and magneto, so arranged and assembled that it can beapplied to standard types of motors now in use without requiring anymaterial change in the construction thereof and without necessitatingthe drilling and tapping of additional holes in the engine castings orother machine work thereon.

My improved attachment is designed especially for the engines of Fordautomobiles whereby ahigh-tension magneto can be connected thereto toprovide an improved ignition system for the cylinders to increase thespeed and power of the motor. I accomplish this purpose by substitutinga novel and ingenious form of gear-housing section for the front plateor cover originally attached to the engine and employing therein two newgears adapted to be connected with the gear already in place on thecrank-sha ft. The newgears can be applied without any machining orfitting and the supplementary gear-housing section is attached with thesame fastening means originally used. Furthermore, the new parts are sodesigned and arranged that they occupy practically the same space as theoriginal ones and hence the timing mechanism and other connected partscan be used in their same positions without substitution or alteration.

The invention is fully described in the following specification,illustrated by the accompanying drawings, in which like referencecharacters designate like parts.

In the drawings :-F igure 1 is a front view of a. usual type ofgas-engine showing ny new device applied thereto and illustratang thegear-case or housing with the cover and timer-box removed; Fig. 2is aplan view showing the gear-housing in section on the line XX of Fig. 1;Fig. 3 is a side view showing the method of supporting the magneto fromthe gear-housing.

Referring first to Fig. 1 C designates the cylinders of a gasoleneengine of the Ford type and C is the lower section of the crankcasesupported therefrom by the bolts 0, 0, .etc. D is the crank-shaftsupported in the front bearing cl and carrying the usual spur gear Ewhich drives the cam-shaft F. The

parts above named are common to the type.

of engine specified and as usually arranged the cam-shaft F carries aspur gear adapted to mesh with the gear E and inclosed by a case orhousing on the front of the main engine casting. The ignition system ofthis style of engine is ordinarily operated from a magneto built intothe fly-wheel but it has been demonstrated that the efficiency of themotor can be greatly increased by using a separate high-tension magnetoof some approved type. As-"before stated my improvement consists inproviding a means for connecting the magneto to be driven from thecam-shaft and this is accomplished with a minimum number of new partsand without disturbing the arrangement of the timingmechanism which ismounted on the front end of the cam-shaft. The usual timinggear whichmeshes with the crankshaft gear E to drive the camshaft F is located ina housing G which forms a part of the main cylinder casting C see Fig.The housing G- is covered by a front plate or section, called thetiming-gear plate. which is formed with a cap for the crank-shaftbearing (Z and is bolted in place against-the finished face g of thehousing G. The camshaft- F projects through this plate and carries thecommutator or timer which with my new arrangement is retained in itssame location without alteration or disturbance of its structure ormethod of operation. In

order to make it ossible to utilize the coininutatorqneehanlsin asoriginally applied to the motor, without cutting away the timinggearhousing or any part of the crank-case, I have devised a novel form ofsupplementary gear-housing which takes the place ot the original frontplate or cover and can be secured to the engine with the same bolts. ialso substitute a new form of gear for the original timing-gear andthese two parts are practically all that is added except, of course, themagneto, and its drivinggear and coupling.

' Referring particularly -to Fig. 2, the new timing-gear H isconstructed with an offset, overhanging rim it which has approximatelytwice the width of face of the original gear.

' This adapts it to project outwardly beyond yond the face of at thispoint, and this is to be avoided mrder not to mutilate the main enginecastthe face g of the main gear-housing G so that its teeth may bebrought into mesh with the teeth of the magneto-gear J. This lat- .tergear must of necessity be located out bethe housing G, for other- Wisethe housing would have to be cut away in ing. it will be noted that thegear in is mounted on a study which forms an extension of the cam-shaftF, being held rota- Jtiy'ely by the dowel pins f, j" and secured f by asleeved nut f these parts remaining as originally provided so that nonew ftSllGl'llll means are re un'ed for the gear.

housing section L with its front When the commutator wiper 1c isreplaced on the cam-shaft F, as shown in Fig. 2, the timer-case or box Kmust be located in the same position as formerly in order lil'litl} thecontacts is etc. may have their proper relation-to the wiper. To providefor this construct my new, supplementary gear wall let in or recessed incircular form at Z and this provides an interior, annular channel Z1.0!. the rim oi the timing-gear The face 5 of the recessed portion Z isfinished oil to provide a bearing for the circular rim of the th ier-boxK and I also form an annular flange Z on the front face of the housingsection which is adapted to surround the rim of the b0 K to centralizethe latter with the axis of the cam-shaft F. For hold ing the timer-boxin position 1 use the same springarin or" clamp M originally employedand this is secured to the housing L by a bolt on, as shown in Fig. 3,withits ball shaped end m engaging a recess 0 in the front of the box K,see also ifig. 2. Referring again to Fig. l, the new housing section Lis torn'ied with a bearing; cap L corresponding to the one on the ragelar housing front-plate which it replaces, and is adapted to it exactlyto the front of the in housing G to which it is secured by menace Figs.1 and 3. To steady the table 1 attach it to the crankcase of the engineby means or. the laterally extending lugs 72, p adapt ed to receive thbolts 2 g) which secure the lower crank-case section to the main enginecasting. This connection of the table to the engine proper is preferablya loose one, however, so that the main support for the mag note will beon the housing-section L in order to take the torque at this latterpoint. The magneto O is held in position on the table P by suitabledowel-pins 0 p and is secured by the usual strap R. The magneto shaft 5is connected to the stud-shaft 0 by a Universal or Oldhani coupling 8.

The outer end of the stud-shaft 0 has a bearing in a sleeve 25 which issupported in a hub Ti forming partof a cover-plate T. The cover-plate Tis fitted to the finished face Z of the housing-section L and is securedthereto by suitable screws 25 t etc.

Referring to Figs. landQ, it will be noted that the casting of thehousing-section L is ll. felt washer 2, see Fig. 2, is fitted to theopening Z of the. housing-section L through whi the "id of the cam-shaftl? p ojects its-1523c of oil at this p0 and sensing-section andmiter-plate T whole forms an oil-tight casing wl'iich con pletely coversand protects all. of the gears and bcarir I The principal object oi myiinproven'ienthas been to provide for installing a magneto in connectionwith an engine of the type specified without interfering with the use ofthe regular equipment. llcly new attachment can he applied withoutcutting; away or inutilating the main engine castings, and with theaddition of but very few parts. These parts consist merely of three newcastings, the housing'section, cover and magneto table, and only two newgears. ()ne of these gears replaces the regular tiinin -Hear so that itcan be said that onl' one bolted snugly in place as described theengine. Other arrangements sometimes used for the same purpose requireas many as three new gears and hence my new device shows considerablesimplification in this re spect. The parts of my new attachment are sofew in number and so simple that they can be manufactured at acomparatively small cost and,besides, they are much easier to install.It does not require a machinist or expert mechanic to apply the improvedattachment to the motor, but, as a matter of fact, with a few simpledirections a novice can make the installation in a comparatively shorttime. lVhen the installation is completed a very simple, compact,driving connection is made which performs its duty more efficiently andwith lessliability of get ting out of order than any other arrange mentever devised for the same purpose. Besides taking up much less spacethan other systems it requires fewer new parts and is thus lessexpensive to manufacture and easier to install.

It will be understood that I do not herein claim broadly a system ofgearing for con.

necting a magneto with an engine, but only the particular features ofnovelty of my device which consist essentially in the ingeniousconstruction and combination of the elei'nents described. Slightmodifications might be made in the form and arrangement of the partswithout departing from the s iiirit or scope of the invention.

Therefore without limiting myself to the exact embodiment shown anddescribed, What I claim is 5 1. In an attachment for installing magnetoson gas-engines of the Ford type, the combination with the main enginecasting and the cam-shaft projecting therefrom, of asubstitute,timing-gear formed with an overhanging rim having an extendedtoothface and adapted to be mounted on the camshaft with the saidoverhanging rim projecting beyond the front face of the engine casting,a magneto-drive-gear arranged to mesh with the teeth on the projectingrim of the timing-gear, a gear-housing section formed with an interior,annular recess arranged to receive the overhanging rim of "thetiming-gear and adapted to be bolted to the engine casting to incloseboth gears, and a stud-shaft ending rearwardly from the magneto-gearthrough the gearhousing section to adapt it to be connected with themagneto. v

2. In an attachment for gas-engines of the Ford type adapted to connecta mag neto to be driven therefrom, the combination with-the main enginecasting and the cam-shaft mounted in bearings therein, of a substitutetiming-gear formed with an overhanging rim having an extended toothfaceadapted to be mounted on the end of the cam-shaft with its rimprojecting beyond the front face of the engine casting, amagneto-drive-gear arranged to mesh with the teeth on the projecting rimof the timing-gear, a stud-shaft for connecting the magneto to itsdrivegearQ and a gear-housing section fitted to the front of the enginecasting and adapted to inclose bothgears, said housing-section formedwith an annular channel adapted to receive the overhanging rim of thetiming-gear and a recessed front wall set in from the gear-inclosingportion to allow the replacement of the commutator on the camshaft inits original position without disturbing the relation of its parts.

3. In an attachment for installing magnetos on gas-engines of the Fording and the cam-shaft projecting therefrom, of a substitute timing-gearformed with an overhanging rim ha'vln an extended t0othface, and adaptedto ie mounted on the cam-shaft with the said overhanging rim projectingbeyond the front face of the engine casting, a magneto-drive-gcararranged to mesh with the teeth on the projecting rim of thetiming-gear, a gear-housing section formed with an interior, annularrecess arranged to receive the projecting rim of the timing-gear andadapted to be bolted to the engine casting to inclose both gears, 21.table bolted to the gear-housing section and extending rearwardlytherefrom, a magneto mounted on said table, and means to connect themagneto to be operated from the drive gear.

4. In a magneto driving-connection for Ford engines, the combinationwith the main engine casting and the cam-shaft ro-. jecting therefrom,of a substitute tim1nggear formed with an overhanging rim having atooth-face of substantially twice the width of the original gear whichit replaces and adapted to be mounted on the projecting end of thecam-shaft with its overhanging rim extending beyond the front face ofthe engine casting, a magneto-drive-gear arranged in position outwardlyfrom the front face of the engine casting to adapt it to mesh with theoverhan ing portion of the timing-gear, a stud-sha t driven from saidmagneto-gear, and a gear-housing section formed with a bearing for thestud-shaft and adapted to be bolted to the engine casting to incloseboth gears.

5. In an attachment for gas-engines of the Ford type, the combinationwith a timing-gear formed with an overhanging rim having an extendedtooth-face, of a gear-housing section adapted to be bolted to the frontface of the engine casting and formed with a cap for the crank-shaftbear; ing, an annular, interior recess adapted to in testimsny whereof Iaffix my si gnature in presence 01" two wltnesses.

"WA. .ATER G. SWIFT langing rim of the timing- 02M *orly recessed WM}for raceflw he commutator an XtQnshm formed. i ffmk 1s magma-n50dali.lQ-Shi ift 1 V 0 l Wifnesses:

, i;'1ci sm=aa @he in d1 5 and a plate fitted. 0 5310 11 me GEORGEXVI-11m; Jr.

HERBERT K. ALLARD.

of the houslng t0 saver the mafia-gear.

